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c. F. HEYwooD d MEANS FOR STARTING INTERNAL COMBUSTION ENGINES' Aug. 9,1927. Re. 16,696

Original Filed Aug. 27. 1921 `gillll gvwantoz l /fl? if Ragusa Aug. 9, y1927. l

UNITED 'STATES PATENT OFFICE.

CHARLES FREDERICK HEYW'OOD, 0F iDETROIT, MICHIGAN.

v)murs ron STARTING INTERNAL-connuscrrolv ENGINES.

Original No. 1,481,091, dated January 15, 1924, Serial No. 495,916, iiled August 27, l1921. Application for reislue led January 11, 1926, Serial No. 80,682. Divided and this application for reissue filed .Tune

1i, 1927. Serial No. 198,237.v 1981, 41 Stat. L., 1813.)

(Original patent granted under the provisions of the act of March 3,

DlvxsroN B.

-This inventionirelates to the starting of multicylinder internal `combustion engines with Ythe aid of fluid under pressure having a combustible content and kadmitted 5 under the control of distributing means.

Y The subject-matter of. the present applicati'on is included within and forms a part of the disclosure ofthe United States Patent granted to me January 1 5, 1924, No. 1,4 81,- 091.- Upon the presentation of an apphcation for re-issue of thesaid patent, a requirement for division 'of claims was made as between the claims for the structure disclosed in the present application and those directed l5 to the remainingforms shown in the partent and the vre-issue applicationy therefor; the

requirement was met, and the present application is presented as a divisional application of such re-issue,A application, the latter havingl been filed January 11, 1926, Serial While the present application vis limited to but one of. theforms of the invention, and

the detailed disclosure of .the invention is `"'restricted to such-particular form, a brief reference is made tothe broader invention -a's disclosed in the said patent and in they a plica'tion abovel identified, in order that a -c earer understandingv will -be had ofthe fundamentals of the present invention. The invention,` fundamentally, is based .upon the deliveryrof ailuid under pressure to the cylinder i vnr'idergoi'ng its working stroke, and a lesserquntity of fluid having a combustible content to the cylinder next in firing order, v' thus placing a combustible charge within the cylinder, then on its compression stroke, which becomesthe Working cylinder in the development of the. firing 4 cycle of the engine. The ,broad invention does not contemplate the delivery of a charge'A of this nature only to the compression cylinder,since the delivery of a charge of similar nature but of still less volume, can be provided also to the cylinder then` undergoing the suction stroke of the cycle, as an alternative form; in either case, however, the delivery of the charge to the compression cylinder, is a controlling and essential feature.

activity has been completed, the charge with- VVhile the broad invention can be made manifest in different ways, as yindicated in.` y the disclosure of my said patent, a preferred way is by the use of a simple form of rotating distributing valve, the rotation of which serves to control fthe admission of the fluid to the cylinders individually, this being done by the use of individual conduits l'or passages connecting each of the cylinders with a mem-` ber, the latter carrying entrance'ports which '80 are controlled by the movement of the distributing valve, each conduit'or passage having an automatic check valve which closes the conduit to the fluid pressure during periods when the pressure in the cylinder is in excess of that of the fluid pressure.

Where the charge delivery is'to the compression cylinder alone, it is possible to utilize compressed air as the fluid for the working cylinder, and at the same timeV use such air as a means for introducing the fuel component for the charge into the air :for the charge without affecting the main portion of the air supply (which may be in the form of a chamber Within which the ldistributing valve is active), as indicated in such patent. However, where the valve is to deliver a charge additionally to the suction cylinder, the `ability to maintain this distinct-ion between the carburetted and noncarburettedair is more difficult, and hence it is preferred to utilize the sim le ty e of rotating distributing valve an to lEreak down this air distinction, by employing the carburetted type of air for all cylinders; as a result, the air `for the working cylinder has the combustible charge characteristic, but as it is being introduced at a'time when, in the general practice of the cycle, the firing in the Working cylinder is not exploded, but 1 acts expansively," because of its pressure characteristic, and is discharged as a part of the exhaust aty he -propervtime; should such charge be exploded, however, such action can serve to start the engine, since the dead center position of the piston has been passed prior to the introduction of the char e within the working cylinder.` The use oft e combustible air for all cylinders can, of course,

lil

, .since `be employed where the. valve is to deliver` only to the compression and Workingcylinders, but the separate air characteristic above referred to is preferred under such condition, ic ,-fiiel contcntlot the charge for the Workiiig5 cylinder would be unnecessary un- -der usual tiring conditions a'n-d would be.

intermediate amount to the v.compression cylinder.

Among the objects of the invention are, therefore', the provision of a starting mechanism for multicylinder internal combustion enfinesv` wherein starting activities are' provided by subjectingcthe working cylinder to the act-ion of fluid under pressure and concurrent-1y delivering to the suction and comnressioncylinders volumes ot carburetted air adapted-to be active as a charge for ignition purposes when the engine cycle `brings the compression cylinder to the moment or' tirin the charge, the delivery of the carburett-e air being under pressure, the volumes delivered beingr .unequal in the several cylinders with the maximum delivery in the Working cylinder, andl the minimum vdelivery in the suction cylinder. Also to provide a starting mechanism in which the control of the ignition activity is provided as a part of the .starting mechanism. In addition, the provision of a simple mechanism for producing these general results.

To these and other ends, the nature ot which Will be readily understood as the invention is hereinafter disclosed, said invention consists in the improved construct ion and combination of parts hereinafter more fully described. illustrated in the accompartying drawings, and more particularly pointed out in the appended claims.

In the accompanying drawings, in which similar reference characters indicate similar parts in eachof the views- Figure l. is a section taken centrally through a rotary distrilmtinxqr structure accordinlgr to the present invention:

Fig 2 is a face View o the distributing valve;

Fig. 3 is a detail view, in elevation, of the vtiming ring 25; and

Fig. 4 1s a section of one of the connections toacyli'nder and illustrating a simple form of non-return valve structine.

[indicates an 'air-tight receiver' with a cover 2, which, in this particular form, is

shown as provided with an a.ir-earburetting` mechanism presently dcsc1'ibed. The bottom or end -of the receiver is shown as provided with `four openings 5, spaced equi-distant from t1 c 'fi'oin'e liiother (90 apart), these openings forming entrances to individual passagesjor conduits (i which are adapted to lead to and be connected willi individual cylinders' of the engine, the connections being such that successive openings i will bc connected up to .cylinders in the order ot' their tiring in the cycle ol' operation ot thc engine; tor instance. in Fie'. the arrangement, indicated by l. ll` lll, and lV., the tirst being to the cylinder then ou itsl working' stroke, the second to the cylinder then lon its: conipression stroke. thc third to the cylinder then on its suction stroke, and the fourth to the cylinder then on its exhaust or scavenging` stroke. A non-return valve T is located within cach connection t3. these valves being' convenient torni, the purpose being' to close a. connection during' periods when the pressure within thc cylinderl is greater than that within thc,conucctions: 8 indicates a test cock which may be utilized Yfor testing purposes it`A desired.

t) indicates a disc. driven by a spindle l0 and chain Wheel 1l or, other convei'iient means. at haiic the speed oi thc main shaft of the ruggine. said disc being provided with arcuati` slots 2li-l. 34e and 35. as shown in Fig. 2, Theslots are shown as ot" substantiallyequal arcuate length bul ot' different widths. slot 33 having a width substantially equal to the diameter of opening: slot 3lbeinga of. less width. andelot :loot still less width. Since the disc is located within the chamber 50 directly over the entrances 5, .it will bc readily` understood thatcommunication between thc chamber and any one. ot

the mmncctions (i will he provided Whenever cilher ot the slots is in position to cxposc such entrance, so that during' disc rotation cach entrance will be rcndercdfactive withv thc chamber tirst during' the period when slot 35')V active with it, followed by the activit)v of slot 34 and finally withy the activity ot slot 33. the disc being assumed to travel in the direction of the arrowin Fig'. 2.

ln this particular forni 4of the starting mechanism the. fluid for chamber 50 vis that ot' carburctted air, this being; provided by suitable mechanism shown as a .'fittineY 5l carried by cover 2, and which is provided with a chamber 52 into which is discharged compressed air from a suitable source through a connection 3, the air providing the air component ot the charge. The fuel content, which may be nap'tha or other suitable hydrocarbon, is delivered from a suitable source through pipe 15 into a chamber of a fitting' 54e, a non-'return valve lti being provided to prevent back pressure activity Withie,.ce1 iter and at uniform distai'cesl .of any preferred type, Fig. at illustrating` a,"l

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Vin pipe 15. 17 indicates an adjustable conchamber 52, the structure being such that'asj air passes from chamber 52 into chamber 50, it `willidrawfuel A.fromvthe conduit to carburet the air; Athe adjustment of valve 17 serves to controlrthe area of the passageway for theair Vfrom chamber 52. Since 'chambers 50 and 52 are in open communication, it willbej understood that when the entrances 5 arewlosed', the pressure in the chambers and.'5 2 willlbe substantially equal; when the slots provide communication vwith the .entrances 5 the delivery of fluid from chamber 50 provides a reduction of pressure within chamber 50 and flow of air from chamber 52 becomes active to deliver additional carburetted air to the chamber tomaintai'n the pressure.

Vith the chamber 5t) supplied with the carburettedair itwill bev understoodv that` theA ports 33. 34 and 35 provide and control communication*between suchchamber and the conduits or passages with which the respective ports may lbc cri-operating. For instance, in Fig. '2, 'the opening I represents the cylinder which is on it.; working stroke, the valve being inv the position in whichthe supply of the tluidthrough port 33 is approaching its close-fa position in which the piston of the cylinder is approaching the end of its-working stroke y: opening II represents the cylinder undergoing compression. and port 34C is shown as having a .similar relation to that cylinder; port 35 has a similar relation withv opening vIII which leads rto v.the

suction cylinderufIty will vbe understood. of

course, from the. direction of the arrow in Fig. 2, that such comn'iunication had been had for a ,period of time suflicient to move the valve to the'posit-ion'lshown. As the valve continues its movement, port 35 will reach the opening IVJvhile ports 34 andl will reach openings IIIand II reizpcctively, this condition being reached when the piston of the c vlinder oi' opening- II has passed its dead center position, the tiring of the charge in cylinder II taking placcwithin the period bet-Ween the time when port 84"has'left thc entrance to the passage to cylinder' II land the time when port 33V begins its activity with such cylinder, This position leaves opening I closed by thevalve. so thatno fluid is admitted to cylinder -I while the latter is undergoing its exhaustV or scavenging stroke.

In starting the cnginc,"thc valve is generally in position to place opening 5 of the working cylinder at an intermediate point in the length of the port S33-thc engine generally stopping with the pistons at an in# termediate point of the strokes. When starting isto take place, airis admitted through passage 3, producing the carbureted characteristic of the content of chamber 50, and passing to the respective cylinders through the open ports. Since the area of ports 34 andv35 is each less than that of port 33,-it will be understood that the greater volume of fluid enters into the working cylinder, to exert its power on the iston of that cylinder; while the piston of t 1e compression cylinder is Vto travel in the opposite direction, the admission of the charge 4thereto is of a les; volume and hence buildsV up the cylinder pressure Vmore slowly, so that an unbalanced condition in pressures is presented in the two cylinders, the result being that the piston of the-working cylinder will be driven in the direction of the working stroke, thus completing vthe compression of the charge in the compression cylinder. At the same t-ime` a still smaller volume of the fluid is being admitted to the suction cylinder, thus preparing that cylinder with a small volume of the fuel ready for the beginningof the suc- (feeding com ression stroke, the charge being completed uringthe latter stroke by the admis ion of the charge through port .34 which becomes active with -the cylinder through movementof thefvalve'as the engine v, turns over. As long as the pressure condition in cylinder 50 is maintained, this action in connection withv the'cylinders will continue. the cycle taking place with the cylinders in the order of the firing cycle 'i of the A engine; hence, the arrangement not only pro# vides-for starting the engine, vbut the starting period may lbe prolonged yas long as, the ,100

fuel and air components are supplied to the admixing point for producing the carburetted air of chamber 50.y f 4 In the foregoing, the operation can vbe :had under the usual firing conditions, the initial power stroke being lprovided bythe admis-A sion of the charge under high pressure con,k 1 ditions, the compressioncylinder charge be-` ing then ignited. However, the arrangement permits the starting to be provided by the explosion of a charge in the working cvlinder, through the use ofthe ignition mechi anism to be described, the first explosionthus taking place in theworking cylinder rather a than in the cylinder which is the next in 115 tiring order. the starting-'pressure thusbeing provided by the explosion` and permit; ting the pressure of the'compressed aiuto be. reduced, the ignition lherein disclosed, being advanced sufficiently to providevthis rcsult. The tirzt explosion thus takes' place with the engine standing still or only heginning to move but the shock to eveny a large engine can be entirely controlled -bv adjusting the mixture of the feed screw l17 and' 1"-5 by selection of the' position the pistonV is to occupy when the spark is allowed to ignite the mixture. f y

For the latter purpose the means shown in Figs. 1 and 3 may be employed where a 13" of' the insulated disk 2S and the contact ter minal 30. This commutator arrangement v can be made for distrlbutme either primaryl or seconder)T current as ma)Y be preferred.' but the sparkingr should he maintained when starting;r the engine as lon;Y as the circuit is complete or it should take place when the circuit is completed and not onliY when this contact is actually made and broken: other- .wise there would be no sparking when the engine was standing still and it would con- I sequentl)v vfail to start. It the commutator speed. sparkvcoll or magneto ot the ignition sysbe arranged for direct high tension distribu tion itmay advantageously he enclosed b v a fibre cover 31. to keep it clean. Once the engine has started andv passed the first dead center poin't the spark can be advanced hy moving the insulatingl ring 25 by meansl ol' the arin or handle B2 and so increase the The distributing apparatus tor the tem should 'he arranged to retard and advance the sparklsome 900 and toenalile a spark to he produced even when the engine is standing: still. There the. explosion lakes.

places while the engine is standingl still.I the initial explosion 'is had in the explosion or 'Working cylinder-represented by opening I in oV-hy the use 'of the ordii'1ar \v lsparkingY mechanism or the adjustable spurl(- in;r mechanism shown in Fie'. l. The explosion in cylinder l will carriv the ;-n; in over the dead point.` whereupon the charge of c vls inder lf will he ignited. and cylinder No. -lll will follow. Should No. TY cylinder fail to ignite-after passing the dead point it receives the explosive mixture through the large port thus taking the place of the first. cylinder and c rliuder No. lll will take the place of No. U. It is thus impossible for the engine to fail to'start if e\"cr \fthincv is in order. and the adjustment can he made perfect and permanent.'

A steelfbottle Q inches long hy Je inches in diameter. when filled With air at. 14() lhs. pressure per square inch. will start a H. P. automobile engine. six or seven times. before refilling isnecessary and this bottle together with ar small air pump for keepingv it filled can easily be carried on the chassis of a small automobile. 'The' compressed air `can also very conveniently be used for in- Hatingl the tires and blowing the horn.

From the` foregoing description of the distrihuting means and its operation it will he apparent that the difl'erence in the size ot' the ports or the relative periods during which they are open controls the` iv'olunietric flow of compressed fluid or explosive mixture to the' cylinders in such manner that 'a great flow is admitted to the` workingf cylinder t'uan to the compression cylinder and a` litlerential pressure'iu the different cylinders produced which results in an initial starting movement of the Wtn'lting pistonY withoutnecessitatingfiinmediate Ifiring in the working c vhnder. said greater fiorito the working' cylinder effecting the further con'ipression of the mixture admitted Ato the compression cylinder so thata highly'compressed'and efficient explosive charge results in the latter cylinder at the time of firing. l

ln the example shown. the luessure for both the lai'r-r and smaller ports the same, `the pressure feed heure through the Common pipe'. the smaller volumetric charge to the` compression crlinder being.r due to the smaller area of the ports. this difference in area ulwouslj" producing a Variation in volume of" fluid admitted per unit of time in the several cylinders being served concurrently.

To complete the pump ma)7 be employed with entirelvvautomatic air control maintaining1r the air pressure in the air bottle at a constant pressure Within rerv small limits. and this pressure can be regulated entirelv at will Within the working` limits of the air pump. Since the starting equipment a claims of the present application do'v not`- reach to this particular feature. no specific .disclosure of a mechanism for this purpose is disclosed herein: however. a disclosure of a. construction adapted for the purpose is contained inthe said patent alove identified. to which reference can be had if desired.

Having' thus described my invention. what I claim as new is:

l. In a device for start-iner and applicable to the operation of internal combustion en- `lines. a distributing receptacle. means for supplying a carburetted fluid thereto with the fluid under compression therein. means in said receptacle for distributing a charge of the fluidinto one cylinder and forcon-Y v currentl)7 admittingY under pressure a smaller charge of the. fluid into the cylinder next-'in firing order. and means associated with v,said

distributingmeans for firing-the charge of lthe latter cylinder.

2. A device as in claim l characterized in that the distributing means is operative to .admit under pressure .af-still smaller charge 3. In a device for starting and applicable to the operation of internal combustion engines, a distributing receiver, means for supplying carburetted fluid under compression to said receiver, inlets individual to each cyl` inder, a'rotary valve in the receiver for controlling the inlets, a port in said valve permitting admission of the carburetted fluid to the cylinders in sequence, smaller ports in said valve permitting concurrent admission of the carburetted fluid to the inlets of the cylinders next in progressive firing ornext in progressive firing order, said smaller ports differing in area in decreasing progression in the direction of the cylinder most remote in the firing cycle.

5. In a device for starting and applicable to the operation of internal combustion engines, a distributing receiver, means for supplying carburetted fluid under compression to said receiver with the means controllable to regulate the degree of carburetion of the fluid, fluid inlets to each of the cylinders, a rotary valve in the receiver for controlling the fluid inlets, a port in said valve to admit fluid to the inlets in sequence, smaller ports in said valve to permit admission of fluid to the inlets of the cylinders next in progressive firing order, and means for rotating said valve.

6. A deviceas in claim 5 characterized in that the smaller ports differ from each other in area in decreasing progression in the `di-l rection of the cylinder more remote in the firing cycle, the ports being relatively positioned to produce smaller port activity Within the period of activity of the main port.

7. In a device for starting and runninv internal combustion engines, a fluid receiver, means for supplying a earburetted fluid under compression to said receiver, fluid inlets to each cylinder, a. rotary valve in the receiver for controlling the fluid inlets, ports in said 'valve ermittlng admission of fluid to the inlets of) the cylinders in the sequence of the firing order, said ports differing from each other in area in decreasing progression in the direction of the cylinder more remote in the firing order, said orts beingrelatively positioned to provi e concurrent admission of fluid to the cylinder which is on its working stroke, and to the cylinder which is on its suction-stroke, the largerport being active With the cylinder which is on its Working stroke, and means for rotating the valve. f

8. In means for starting and running multi-cylinder internal combustion engines, wherein a starting fluid is made active with the cylinders in a predetermined cycle to prpduce the starting activity, valve mechy anism to control the delivery of the starting fluid to the cylinders in accordance With such cycle, and means for delivering the fluid to the valve mechanism with the fluid under compression, said valve mechanism being arranged to deliver starting fluid to the Working cylinder at a rate per unit of time such as to provide the volumetric flovvr required in producing the initial starting impulse, said mechanism also having port means activetp deliver fluid to the cylinder undergoing compression and the cylinder undergoing suction activity, said port means being active i'n such delivery within the period of delivery of fluid to the Workin cylinder, said port `means being arranged to admit a lesser volume of fluid tothe coinpression cylinder than is delivered to the Working cylinder during the period of activity of the latter cylinder and to admit a lesser volumeY of fluid to the cylinder undergoing suction activity than is delivered tothe compression cylinder during the similar period, whereby the lvolume of fluid delivered to the compression cylinder is subst-antially less than the volume delivered to the working 'ylinder during the delivery period to the latter cylinder.

9. In means for starting multi-cylinder internal combustion engines, wherein fluid active in developing piston movement in clylinders of the engine ismade active with t e cylindersin a predetermined cycle to produce the starting activity, valve mechanism for controlling delivery and distribution of the fluid to the cylinders in accordance with such cycle, said mechanism including port' means active to deliver such fluid concurrently to a plurality of cylinders successively active in thel firing cycle and in unequal amounts in the several receiving cylinders, the volume delivered to the working cylinder being substantially greater than that delivered to the cylinder undergoing compression, and the volume delivered to the cylinder undergoing suction activity being suhstantially less than that delivered to the cylinder undergoing compression, the port means being arranged in such manner that the concurrent delivery of fluid to the several cylinders during each firing cycle stage is completed during the period of delivery of fluid to the cylinder active as the Working cylinder of that stage.

10. Engine actuating means as in claim 9,

ments of thev engine in such manner that maintenance of fiuid delivery durlng a plaurality of successive' stages of the cycle W11l .produce running conditions of the engine,

the port means activity with cylinders being such lthat the volumetric relation in delivery between the working cylinder and the compression and suction .cylinders is mainder becoming. active as 'the compression cylinder of such succeeding stage.

In testimony whereof I affix my, signature.

' CHARLES FREDERICK .HEYWO0D. 

